Vehicle structure

ABSTRACT

A push arm is coupled to a vehicle frame proximate an intersection of a first side member and a first cross-member. A rear surface of the push arm is located adjacent to a front suspension structure with a gap defined therebetween. The push arm extends forward and laterally outward such that a front surface of the push arm is located outboard of and spaced apart from a front end of the first side member. An energy absorbing structure is positioned within the gap and is attached to the rear surface of the push arm. The energy absorbing structure is spaced apart from the front suspension structure in a non-impacted state. The energy absorbing structure is configured such that in response to an off-center impact event, impact force to the energy absorbing structure pushes the energy absorbing structure into contact with the front suspension structure, such that the energy absorbing structure deforms and absorbs impact energy.

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a continuation application that claims priority to U.S. Ser. No.15/338,808, filed on Oct. 31, 2016, the entire contents of which arehereby incorporated herein by reference in its entirety.

BACKGROUND Field of the Invention

The present invention generally relates to a vehicle structure. Morespecifically, the present invention relates to an off-center supportstructure attached to portions of a vehicle frame that responds to andabsorbs impact force during an off-center impact test.

Background Information

Vehicle structures are routinely being redesigned to include structuralfeatures that absorb impact forces in response to impact events.Recently introduced impact event tests include an off-center impact test(also referred to as a small overlap test) where a vehicle is providedwith velocity in a vehicle longitudinal direction (forward momentum)such that a front corner of the vehicle (approximately 25 percent of theoverall width of the vehicle) impacts a fixed, rigid barrier. FIGS. 1, 2and 3 schematically show an example of a conventional vehicle Vundergoing an impact event with a fixed barrier B in accordance with theoff-center impact test.

FIG. 1 shows the conventional vehicle V approaching the rigid barrier Bin the off-center impact test. FIG. 2 shows the conventional vehicle Vjust after initial impact with the rigid barrier B showing initialdeformation and forward momentum being transformed into rotationaldisplacement about the rigid barrier B. FIG. 3 shows the conventionalvehicle V undergoing further deformation and rotation as a result of theimpact event.

SUMMARY

One object of the disclosure is to provide a vehicle frame withadditional structural elements that absorb and redirect impact energyduring an off-center impact test. In view of the state of the knowntechnology, one aspect of the present disclosure is to provide a vehiclestructure with a vehicle frame, a front suspension structure, a push armand an energy absorbing structure. The vehicle frame includes a firstside member having a front end and extends rearward from the front end.The front suspension structure is coupled to the first side memberrearward of the front end of the first side member. The push arm iscoupled to the first side member. A rear surface of the push arm islocated adjacent to and spaced apart from the front suspension structuredefining a gap therebetween. A front surface of the push arm is spacedapart from and located laterally outboard of the front end of the firstside member. The energy absorbing structure is attached to the rearsurface of the push arm and positioned within the gap. The energyabsorbing structure is spaced apart from the front suspension structurein a non-impacted state such that in response to an off-center impactevent against the front surface of the push arm, the push arm impartsimpact force to the energy absorbing structure pushing the energyabsorbing structure into contact with the front suspension structure.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the attached drawings which form a part of thisoriginal disclosure:

FIG. 1 is a schematic view of a conventional moving vehicle showing itsresponse to a small overlap test where a front corner of the vehicle isaligned with a fixed, rigid barrier for eventual impact with thebarrier;

FIG. 2 is another schematic view of the conventional vehicle showing itsresponse to the small overlap test at the beginning of an impact eventwith the front corner of the conventional vehicle impacting the barrierand beginning to undergo deformation;

FIG. 3 is still another schematic view of the conventional vehicleshowing its response to the small overlap test with the conventionalvehicle undergoing further deformation during the impact event;

FIG. 4 is a schematic view of a moving vehicle being subjected to asmall overlap test where approximately 25 percent of the front of thevehicle aligned with a fixed, rigid barrier for eventual impact with thebarrier in accordance with an embodiment;

FIG. 5 is another schematic view of the vehicle depicted in FIG. 4showing an initial response to the impact event of the small overlaptest with a front corner of the vehicle impacting the barrier andbeginning to undergo deformation in accordance with the embodiment;

FIG. 6 is still another schematic view of the vehicle depicted in FIGS.4 and 5 showing a subsequent response to the impact event of the smalloverlap test with the moving vehicle undergoing further deformationduring the impact event in accordance with the embodiment;

FIG. 7 is a perspective view of the vehicle having an off-center impactreinforcement structure 12 in accordance with the embodiment;

FIG. 8 is a bottom view (looking upward) of a frame from the vehicledepicted in FIG. 7, but with the off-center impact reinforcementstructure removed, showing a first side member, a second side member, afirst cross-member and a second cross-member of the frame in accordancewith the embodiment:

FIG. 9 is another bottom view (looking upward) of a portion of the framedepicted in FIG. 8, but with the off-center impact reinforcementstructure installed to the frame, showing a push arm assembly, a firststructure (a first diagonal structure), a secondary reinforcementcross-member, a second structure (a second diagonal structure), a gapmaintaining structure, a bulkhead structure and a stop structure of theoff-center impact reinforcement structure in accordance with theembodiment;

FIG. 10 is a perspective view of a driver's front side of the frame andthe off-center impact reinforcement structure, showing details of thepush arm assembly in accordance with the embodiment;

FIG. 11 is another perspective view showing an underside of the frameand the off-center impact reinforcement structure, showing details ofthe push arm assembly, the first structure and the second structure inaccordance with the embodiment;

FIG. 12 is an exploded view of a portion of the frame and the off-centerimpact reinforcement structure, showing the various elements of the pusharm assembly as depicted in FIG. 11, including a front plate, a mainbody, a pivot bracket, a energy absorbing structure and a supportbracket in accordance with the embodiment;

FIG. 13 is a side view the driver's front side of the frame and theoff-center impact reinforcement structure, showing details of the pusharm assembly in accordance with the embodiment;

FIG. 14 is another perspective view showing an upper side of the frameand the off-center impact reinforcement structure, showing details ofthe push arm assembly in accordance with the embodiment;

FIG. 15 is a bottom view of a front portion of the frame and portions ofthe off-center impact reinforcement structure, showing the push armassembly, the first structure and the secondary reinforcementcross-member in accordance with the embodiment;

FIG. 16 is a perspective view of a portion the driver's front side ofthe frame and the off-center impact reinforcement structure, showingdetails of the push arm assembly and an intersection of the first sidemember and the first cross-member in accordance with the embodiment;

FIG. 17 is a perspective view showing an upper side of the frame and theoff-center impact reinforcement structure, showing details of the pusharm assembly and the secondary reinforcement cross-member 74 inaccordance with the embodiment;

FIG. 18 is a bottom view of a front portion of driver's side of theframe and portions of the off-center impact reinforcement structure,showing details of the push arm assembly in accordance with theembodiment;

FIG. 19 is another bottom view of the front portion of the frame andportions of the off-center impact reinforcement structure, showing thepush arm assembly and the first structure with the support bracketinstalled to the push arm assembly in accordance with the embodiment;

FIG. 20 is another bottom view of the front portion of the frame andportions of the off-center impact reinforcement structure, showing thepush arm assembly with the support bracket removed showing the pivotbracket and the energy absorbing structure in accordance with theembodiment;

FIG. 21 is a top view of the front portion of the off-center impactreinforcement structure, showing the pivot bracket and the energyabsorbing structure of the push arm assembly in accordance with theembodiment;

FIG. 22 is a top perspective view of the front portion of the off-centerimpact reinforcement structure, showing the pivot bracket and the energyabsorbing structure of the push arm assembly in accordance with theembodiment;

FIG. 23 is a bottom view of a portion of the push arm assembly showingthe support bracket in accordance with the embodiment;

FIG. 24 is a bottom view of the front portion of the frame and portionsof the off-center impact reinforcement structure, showing the push armassembly and the first structure with the support bracket and a bracketof the first structure in phantom showing the pivot bracket, the energyabsorbing structure and a gap defined between the first cross-member anda beam of the first structure in accordance with the embodiment;

FIG. 25 is another bottom view of the front portion of the frame andportions of the off-center impact reinforcement structure, showing thepush arm assembly with the support bracket, the pivot bracket and theenergy absorbing structure removed showing vehicle suspension structuresotherwise concealed by the push arm assembly in accordance with theembodiment;

FIG. 26 is a bottom view of a front portion of the vehicle including theframe and off-center impact reinforcement structure during an initialstage of an impact event where the push arm assembly initially makescontact with a fixed barrier in accordance with the embodiment;

FIG. 27 is another bottom view of the front portion of the vehiclesimilar to FIG. 26 showing the frame and off-center impact reinforcementstructure during a second stage of the impact event where the push armassembly begins to deform and undergo pivoting movement in accordancewith the embodiment;

FIG. 28 is another bottom view of the front portion of the vehiclesimilar to FIGS. 26 and 27 showing the frame and off-center impactreinforcement structure during a third stage of the impact event wherethe push arm assembly continues to deform and undergo pivoting movementin accordance with the embodiment;

FIG. 29 is a bottom view of a front portion of the push arm assembly ofthe off-center impact reinforcement structure with the support bracketremoved showing the energy absorbing structure and pivot bracket priorto the impact event depicted in FIGS. 26-28, in accordance with theembodiment;

FIG. 30 is another bottom view of the front portion of the push armassembly with the support bracket removed showing the energy absorbingstructure and pivot bracket during an initial stage of the impact eventdepicted in FIGS. 26-28, in accordance with the embodiment;

FIG. 31 is another bottom view of the front portion of the push armassembly with the support bracket removed showing the energy absorbingstructure and pivot bracket during a second stage of the impact eventdepicted in FIGS. 26-28, in accordance with the embodiment;

FIG. 32 is another bottom view of the front portion of the push armassembly with the support bracket removed showing the energy absorbingstructure and pivot bracket during a final stage of the impact eventdepicted in FIGS. 26-28, in accordance with the embodiment;

FIG. 33 is another bottom view of the front portion of the frame and theoff-center impact reinforcement structure showing the push arm assemblyand the first structure with the support bracket and the bracket of thefirst structure in phantom showing the energy absorbing structure andpivot bracket after the impact event depicted in FIGS. 26-28, inaccordance with the embodiment;

FIG. 34 is a front perspective view of the frame and the off-centerimpact reinforcement structure with portions thereof cut away showingthe secondary reinforcement cross-member in accordance with theembodiment;

FIG. 35 is another bottom view of a mid-vehicle portion of the frame andthe off-center impact reinforcement structure showing the firststructure, the secondary reinforcement cross-member, the secondstructure, the gap maintaining structure and the stop structure inaccordance with the embodiment;

FIG. 36 is a top view of the gap maintaining structure showing detailsof an upper attachment bracket fixed to the second cross-member, a firstlower attachment bracket and a second lower attachment bracket inaccordance with the embodiment;

FIG. 37 is a perspective bottom view of the mid-vehicle portion of theframe and the off-center impact reinforcement structure showing thefirst structure, the secondary reinforcement cross-member, the secondstructure and the gap maintaining structure in accordance with theembodiment;

FIG. 38 is a perspective view of the first structure and the secondaryreinforcement cross-member shown removed from the frame and theoff-center impact reinforcement structure in accordance with theembodiment;

FIG. 39 is an exploded view of portions of the frame including thesecond cross-member, the first structure, the second structure andportions of the gap maintaining structure in accordance with theembodiment;

FIG. 40 is a perspective view of the first lower attachment bracket ofthe gap maintaining structure shown removed from the vehicle inaccordance with the embodiment;

FIG. 41 is an exploded perspective view of the first lower attachmentbracket of the gap maintaining structure shown removed from the vehiclein accordance with the embodiment;

FIG. 42 is an exploded perspective view of the second cross-membershowing details of a bulkhead within the second cross-member inaccordance with the embodiment;

FIG. 43 is a perspective view of the second cross-member showing furtherdetails of the bulkhead within the second cross-member in accordancewith the embodiment;

FIG. 44 is another exploded perspective view of the second cross-membershowing details of the bulkhead in accordance with the embodiment;

FIG. 45 is a perspective top view of the second cross-member showing anupper surface of the upper attachment bracket and the first lowerattachment bracket in accordance with the embodiment;

FIG. 46 is a perspective bottom view of a portion of the second sidemember of the frame and features of a the second structure coupledthereto in accordance with the embodiment;

FIG. 47 is another perspective bottom view of another portion of a rearportion of the second side member of the frame and features of a rearattachment portion of the second structure with one of the brackets inphantom revealing details of a stop bracket in accordance with theembodiment;

FIG. 48 is a perspective view of brackets of the rear attachment portionshown removed from the second side member and the second structure inaccordance with the embodiment;

FIG. 49 is another perspective view of two of the brackets of the rearattachment portion shown removed from the second side member and thesecond structure in accordance with the embodiment;

FIG. 50 is an exploded perspective view of two of the brackets of therear attachment portion depicted in FIG. 49 in accordance with theembodiment;

FIG. 51 is an exploded perspective view of a portion of the secondstructure shown removed from the second side member, showing a hollowbeam and an end plate thereof in accordance with the embodiment;

FIG. 52 is a top view of the hollow beam and the end plate depicted inFIG. 51 in accordance with the embodiment;

FIG. 53 is a perspective bottom view of the second cross-member and theupper attachment bracket with the hollow beam removed showing recessedareas and fasteners of the upper attachment bracket in accordance withthe embodiment;

FIG. 54 is a bottom view of a portion of the second cross-section andthe hollow beam of the second structure in accordance with theembodiment;

FIG. 55 is a bottom perspective view of a secondary diagonal structureand a corresponding rear attachment structure coupled to the first sidemember in accordance with the embodiment;

FIG. 56 an exploded perspective view of the secondary diagonal structureand the corresponding rear attachment structure depicted in FIG. 55 inaccordance with the embodiment;

FIG. 57 is a perspective side view of the first side member of the frameshowing the stop structure fixed thereto in accordance with theembodiment;

FIG. 58 is another perspective side view similar to FIG. 57, showing thestop structure with an outer plate removed showing various plate membersthat define the stop member in accordance with the embodiment; and

FIG. 59 is a bottom view of the frame and the off-center impactreinforcement structure during an impact event where the front wheel hasmoved into contact with the stop structure.

DETAILED DESCRIPTION OF EMBODIMENTS

Selected embodiments will now be explained with reference to thedrawings. It will be apparent to those skilled in the art from thisdisclosure that the following descriptions of the embodiments areprovided for illustration only and not for the purpose of limiting theinvention as defined by the appended claims and their equivalents.

Referring initially to FIG. 4-9, a vehicle 10 is illustrated inaccordance with a first embodiment. The vehicle 10 is provided with anoff-center impact reinforcement structure 12 (shown in FIG. 9) that isconfigured to absorb and re-direct forces during an impact event such asan off-center impact test (also referred to as a small overlap test)described further below.

The Insurance Institute for Highway Safety (IIHS) has developed varioustests where vehicles are provided with forward velocity and impactedagainst fixed, rigid barriers, like the rigid barrier B depicted inFIGS. 1-3. In the IIHS offset tests, the conventional vehicle C is aimedat the rigid barrier B such that approximately 25 percent of the frontarea of the conventional vehicle C impacts the rigid barrier B. In otherwords, as indicated in FIGS. 1-3, only a front corner of theconventional vehicle C impacts the rigid barrier B. This IIHS test isalso known as a frontal offset, narrow offset, or small overlap test. Insuch tests, a front bumper assembly of the conventional vehicle C iseither not impacted, or undergoes only limited contact with the rigidbarrier B during the impact event. Therefore, other structures at thefront of the conventional vehicle C impact the rigid barrier B andabsorb at least some of the kinetic energy associated with the rapiddeceleration of the vehicle C that results from the impact event. Whenthe vehicle C is provided with velocity and impacts the rigid barrier B,the rapid deceleration of the vehicle C transforms the kinetic energyassociated with the mass and velocity of the vehicle C into deformationof the vehicle C and counter movement of the vehicle C. As is wellknown, kinetic energy is a function of mass times velocity. During thesmall offset test, the kinetic energy of the vehicle C is partiallyabsorbed and partially transformed into other forms of kinetic energy,such as rotary motion. It should be understood that the kinetic energyassociated with the forward velocity of the vehicle C (and in thedescription below) is transformed into an impacting force upon impactdue to the rapid deceleration of the vehicle C. Consequently,hereinbelow, the terms impact force and impacting force as used hereincorrespond to the kinetic energy applied to the vehicle 10 during thesmall overlap test (the impact event), as described below with respectto the various embodiments.

The test developed by the IIHS is represented schematically in FIGS.1-3. During the impact event, a variety of structures undergodeformation. This deformation is not explicitly depicted in FIGS. 2 and3 with any degree of accuracy because such deformation varies fromconventional vehicle to conventional vehicle, depending upon the overalldesign of the front structure of the conventional vehicle C. Instead, inFIG. 3, the conventional vehicle C is depicted with a generic degree ofdeformation as a result of the impact event. However, the conventionalvehicles tested by the IIHS using the small overlap test have arelatively consistent response in that during the impact event with therigid barrier B, the rear end R of the conventional vehicle C undergoessome rotation and swings laterally away from the rigid barrier B, asindicated in FIG. 3.

In other words, the forward velocity F_(F) of the conventional vehicle Cas it moves is transformed upon impact with the rigid barrier B. Thevelocity F_(F) results in an equal and opposite reaction force acting onthe vehicle C as the vehicle C suddenly decelerates. It is desirable tomove the vehicle laterally outward from the barrier and avoidunnecessary loading of the dash-wall and/or A-pillar.

The force directing features of the off-center impact reinforcementstructure 12 of the vehicle 10 as described hereinbelow are such thatduring an impact event (such as a small overlap test), the impact forcesare absorbed and transmitted to various structures within the vehicle10, as shown in FIGS. 4, 5 and 6. Specifically, in FIG. 4 the vehicle 10is provided with a forward velocity Vi and is subjected to a smalloverlap test where approximately 25 percent of the front of the vehicleis aligned with the rigid barrier B. In FIG. 5 the vehicle 10 undergoesan initial response to the impact event of the small overlap test with afront corner of the vehicle impacting the barrier and beginning toundergo deformation. Hence, the forward velocity V_(F1) is reduced to avelocity V_(F2) with some of the impact energy causing the vehicle 10 tomove laterally with a velocity V_(L1), as shown in FIG. 5. In FIG. 6,the vehicle 10 undergoes a subsequent response to the impact event inthat one or more of the features of the off-center impact reinforcementstructure 12 has functioned properly and caused the vehicle 10 to movelaterally with the forward velocity V_(F2) is reduced to a velocityV_(F3) and a lateral velocity V_(L2) that is greater than the V_(L1). Inother words, the off-center impact reinforcement structure 12 isconfigured to absorb impact energy and direct that force to variousportions of the vehicle, and the off-center impact reinforcementstructure 12 is also configured to move the vehicle 10 in a lateraldirection away from the barrier B.

It should be understood from the drawings and the description herein,that during an impact event, such as the small overlap test, thereaction forces experienced by the vehicle 10 as it impacts the rigidbarrier B are significant. These significant reaction forces areexponentially greater than the forces the structures of the vehicle 10undergo during normal operating usage of the vehicle 10. In other words,the impact events referred to herein are intended as destructive tests.Further, the impact events of the small overlap tests are configuredsuch that the vehicle 10 impacts the rigid barrier B at portions of thevehicle 10 outboard of some of the vehicle's structures (not a centralarea of the vehicle 10), as described in greater detail below.

In the various embodiments described below, the vehicle 10 includescombinations of features of the off-center impact reinforcementstructure 12 shown in FIG. 9 and described further below.

FIG. 7 shows one embodiment of the vehicle 10. In FIG. 7, the vehicle 10is depicted as a pickup truck that includes a body structure 14 thatdefines, for example, an engine compartment 16, a passenger compartment18 and a cargo area 20. The body structure 14 is installed to and restson a frame 22. The frame 22 is shown removed from the vehicle 10 inFIGS. 8 and 9. Specifically, FIG. 8 shows only the frame 22 with theoff-center impact reinforcement structure 12 removed, and FIG. 9 showsthe frame 22 with the off-center impact reinforcement structure 12installed thereto.

In FIG. 7, the depicted pickup truck that defines the vehicle 10 is aheavy duty vehicle intended to haul large and/or heavy materials. Theframe 22 is therefore a rigid, strong structure able to withstand heavyduty usage. However, it should be understood from the drawings and thedescription herein, that the frame 22 and the off-center impactreinforcement structure 12 described below can be configured for smallervehicles or larger vehicles and is not limited to usage in a heavy dutyvehicle such as the vehicle 10. In other words, the off-center impactreinforcement structure 12 can be used on any size vehicle that includesa frame such as the frame 22 where the body structure 14 attaches to andis supported by the frame 22. It should also be understood from thedrawings and description, that the off-center impact reinforcementstructure 12 can also be employed with a unibody vehicle. A unibodyvehicle is a vehicle that does not typically includes a separate framesuch as the frame 22. Rather, the unibody vehicle includes variousstructural elements welded together. Elements of the unibody vehicleserve as frame elements functionally equivalent to the elements of theframe 22. For example, U.S. Pat. No. 8,870,267 assigned to Nissan NorthAmerica, discloses a unibody vehicle body structure. The frontstructural support portions (30) disclosed in U.S. Pat. No. 8,870,267are basically vehicle side members, such as those of the frame 22(described in greater detail below). U.S. Pat. No. 9,180,913, alsoassigned to Nissan North America, also discloses a unibody vehicle bodystructure and further discloses an engine cradle. The elements of theoff-center impact reinforcement structure 12 can be installed toportions of the unibody vehicle disclosed in U.S. Pat. No. 8,870,267 andportions of the engine cradle of U.S. Pat. No. 8,870,267. Both U.S. Pat.No. 8,870,267 and U.S. Pat. No. 9,180,913 are incorporated herein byreference in their entirety. Since unibody vehicles are conventionalstructures, further description is omitted for the sake of brevity.

For clarity, the off-center impact reinforcement structure 12 has alsobeen removed from the frame 22 in FIG. 8. The off-center impactreinforcement structure 12 is shown in FIG. 9 installed to specificportions of the frame 22.

In FIG. 8 several directions relative to the frame 22 (and the vehicle10) are shown in order to define orientations of the various features ofthe vehicle 10 and the off-center impact reinforcement structure 12.Specifically, the vehicle 10 and the frame 22 define a longitudinalcenter line C_(L) that extends in a lengthwise direction of the vehicle10 along a central portion of the vehicle 10. At a left-hand side ofFIG. 8, a forward direction F_(D) is indicated by the depicted arrow,and at a right-hand side of FIG. 8 a rearward direction R_(D) isindicated by the depicted arrow. As well, inboard directions I_(D) andoutboard directions O_(D) relative to the longitudinal center line C_(L)are also shown in FIG. 8.

As shown in FIG. 8, the frame 22 includes a first side member 30, asecond side member 32, a first cross-member 34, a second cross-member 36and a third cross-member 38 and an optional front cross-member 40. FIG.8 shows an underside of the frame 22. In other words, the depiction ofthe frame 22 is taken from below the frame 22 looking upward. The frame22 is made of heavy gauge steel, but can alternatively be made of othermaterials depending upon the overall design of the vehicle 10. It shouldtherefore be understood that the first side member 30 extends along andunder a driver's side of the vehicle 10, and the second side member 32extends along and under a passenger's side of the vehicle 10.

The first side member 30 is an elongated beam (a first side member) thathas multiple contours and shapes. Specifically, the first side member 30has a front end 30 a and a rear end 30 b. The first side member 30 alsohas a first portion 30 c, a second portion 30 d and a third portion 30e. The first portion 30 c extends in the rearward direction R_(D) fromthe front end 30 a to a location proximate the second cross-member 36.The first portion 30 c is generally straight. The second portion 30 dhas a curved shape such that just rearward of the first portion 30 c,the second portion 30 d gradually curves in the outboard directionO_(D). The third portion 30 e is generally straight, but can includecontours and curves, depending upon the overall design of the vehicle10.

Similarly, the second side member 32 is an elongated beam (a second sidemember) that has multiple contours and shapes that are symmetrical tothe first side member 30. Specifically, the second side member 32 has afront end 32 a and a rear end 32 b. The second side member 32 also has afirst portion 32 c, a second portion 32 d and a third portion 32 e. Thefirst portion 32 c extends in the rearward direction R_(D) from thefront end 32 a to a location proximate the second cross-member 36. Thefirst portion 32 c is generally straight. The second portion 32 d has acurved shape such that just rearward of the first portion 32 c, thesecond portion 32 d gradually curves in the outboard direction O_(D).

The first portions 30 c and 32 c of the first and second side members 30and 32 are a first distance away from one another, and the thirdportions 30 e and 32 e are a second distance away from one another, withthe second distance being greater than the first distance.

The first and second side members 30 and 32 each include vehicle bodyattachment flanges 42 and 44 (cabin attachment flanges). The attachmentflanges 42 and 44 are welded to the first and second side members 30 and32 and are dimensioned and shaped to attach to the body structure 14 ofthe vehicle 10. The attachment flanges 42 extend from outboard sides ofthe first portions 30 c and 32 c of the first and second side members 30and 32 forward of the first cross-member 34. The attachment flanges 44extend from outboard sides of the second portions 30 d and 32 d of thefirst and second side members 30 and 32 rearward of the secondcross-member 36.

Although not shown in FIG. 8, the third portions 30 e and 32 e of thefirst and second side members 30 and 32 can also include body attachmentflanges configured for attachment to structures that define the cargoarea 20 of the vehicle 10. Further, the third portions 30 e and 32 e canbe at the same level above the ground as the first portions 30 c and 32c, or can be raised above the ground at a level higher that the firstportions 30 c and 32 c, with the second portions 30 d and 32 d includingan upward curvature.

As shown in FIG. 8, each of the first portions 30 c and 32 c of thefirst and second side members 30 and 32 further include front suspensionstructures such as coil spring supports 46, first suspension structures48 and second suspension structures 50.

The coil spring supports 46 are rigidly fixed (i.e. welded) torespective ones of the first and second side members 30 and 32. The coilspring supports 46 are dimensioned and shaped to support lower ends offront suspension coil springs in a conventional manner. Since frontsuspension coil springs are conventional structures, further descriptionis omitted for the sake of brevity.

The first suspension structures 48 are defined by pairs of flangeswelded to lower surfaces of the first and second side members 30 and 32.Similarly, the second suspension structures 50 are defined by pairs offlanges welded to lower surfaces of the first and second side members 30and 32 rearward and spaced apart from the first suspension structures48. The first suspension structures 48 are adjacent to or aligned withthe first cross-member 34. The second suspension structures 50 areadjacent to or aligned with the second cross-member 36.

The first suspension structures 48 and the second suspension structures50 are configured to support a lower control arm 52 for pivotal movementabout pivot bolts 54. The lower control arm 52 is part of the steeringand suspension structure of the vehicle 10. Since steering andsuspension structures (and, in particular, control arm structures) areconventional vehicle components, further description is omitted for thesake of brevity.

The engine compartment 16 of the body structure 14 is approximatelylocated in the space above and between the first portions 30 c and 32 cof the first and second side members 30 and 32. A front portion of thepassenger compartment 18 is located in the space above and between thesecond portions 30 d and 32 d of the first and second side memberrearward of the engine compartment 16. The remainder of the passengercompartment 18 and the cargo area 20 of the body structure 14 arelocated above the third portions 30 e and 32 e of the first and secondside members 30 and 32.

As shown in FIGS. 9, 10, 13, 14 and 16, the first cross-member 34 isrigidly attached to the first side member 30 and rigidly attached to thesecond side member 32. The first cross-member 34 can be co-planar withthe first and second side members 30 and 32, or can be located above orbelow the first and second side members 30 and 32. However, in thedepicted embodiment the first cross-member 34 is located below the firstand second side members 30 and 32.

The first cross-member 34 has a first end 34 a, a second end 34 b andmid-section 34 c that extends from the first end 34 a to the second end34 b. The first end 34 a of the first cross-member is fixed to the firstside member 30 via a plurality of reinforcement brackets 60, 62 and 64shown in FIGS. 10, 13, 14 and 16. The reinforcement brackets 60, 62 and64 have differing surfaces, with some of those surfaces being welded tothe first side member 30 and some of those surfaces, such as surfaces 60a, 60 b and 60 c, extending downward with the reinforcement brackets 60,62 and 64 being welded to the first end 34 a of the first cross-member34 along or below the surfaces 60 a, 62 a and 64 a. The reinforcementbrackets 60, 62 and 64 are considered to be part of the firstcross-member 34, but can also be considered part of the first sidemember 30. The reinforcement brackets 60, 62 and 64, along with thefirst side member 30 and the first cross-member 34 define anintersection 66 of the first side member 30 and the first cross-member34.

In the depicted embodiment, the first cross-member 34 extends in avehicle lateral direction from the first portion 30 c of the first sidemember 30 to the first portion 32 c of the second side member 30 at alocation rearward of the front ends 30 a and 32 a. The firstcross-member is further rigidly fixed to each of the first side member30 and the second side member 32. As shown in FIGS. 8 and 9, the firstcross-member 34 extends perpendicular to the first portion 30 c of thefirst side member 30 and the first portion 32 c of the second sidemember 32.

As shown in FIGS. 13 and 14, an upper surface 34 d of the mid-section 34c of the first cross-member 34 is vertically spaced apart from an uppersurface 30 f of the first side member 30 (the first side member) in thearea of the first portion 30 c. Specifically, the upper surface 34 d ofthe mid-section 34 c of the first cross-member 34 is below the uppersurface 30 f of the first side member 30 in the area of the firstportion 30 c. As shown in FIG. 13, the upper surface of the first sidemember 30 defines a plane P₁. The upper surface 34 d of the mid-section34 c of the first cross-member 34 extends along a plane P₂. As shown inFIG. 13, the plane P₁ is vertically above the plane P₂.

The second end 34 b of the first cross-member 34 is also fixed to thesecond side member 32 in a manner consistent with the attachment of thefirst end 34 a to the first side member 30. Since the attachment of thesecond end 34 b to the second side member 32 is basically the same asthe attachment of the first end 34 a to the first side member 30,further description of the attachment of the first cross-member 34 tothe second side member 32 is omitted for the sake of brevity.

The second cross-member 36 extends in the vehicle lateral direction andis rigidly fixed to areas of each of the first side member 30 and thesecond side member 32 rearward of the first cross-member 34. The secondcross-member 36 can be welded to each of the first portions 30 c and 32c of the first and second side members 30 and 32. However, as isdescribed below with reference to FIGS. 37, 39 and 42, the secondcross-member 36 can be attached to the first and second side members 30and 32 via mechanical fasteners (not shown). Further, the secondcross-member 36 is vertically aligned with the first portions 30 c and32 c of the first and second side members 30 and 32 and extends in adirection perpendicular to each of the first and second side members 30and 32. The second cross-member 36 is also parallel to the firstcross-member 34.

An engine receiving space is defined in the area confined between thefirst and second cross-members 30 and 32, and between the first andsecond side members 34 and 36.

The third cross-member 38 extends between forward ends of each of thethird portions 30 e and 32 e of the first and second side members 30 and32. The third cross-member 38 is welded to each of the first and secondside members 30 and 32 and can serve as an attachment structure for arear portion of the body structure 14 (at a mid-portion of the passengercompartment 18), and/or can serve as an attachment structure for thestructure that defines the cargo area 20.

The optional front cross-member 40 is welded or otherwise rigidly fixedto the front ends 30 a and 32 a of the first and second side members 30and 32. A bumper structure (not shown) can be attached to the optionalfront cross-member 40. Alternatively, the bumper structure (not shown)can be attached to the front ends 30 a and 32 a of the first and secondside members 30 and 32 replacing the optional front cross-member 40.

A description of the off-center impact reinforcement structure 12 is nowprovided with specific reference to FIGS. 9-59.

With initial reference to FIG. 9, the off-center impact reinforcementstructure 12 basically includes a push arm assembly 70, a firststructure 72 (a first diagonal structure), a secondary reinforcementcross-member 74, a second structure 76 (a second diagonal structure), agap maintaining structure 78, a bulkhead structure 80 (shown in FIGS. 36and 42-44) and a stop structure 82 (a tire catching structure). Each ofthe push arm assembly 70, the first structure 72, the secondaryreinforcement cross-member 74, the second structure 76, the gapmaintaining structure 78, the bulkhead structure 80 and the stopstructure 82 is described separately below. In the depicted embodiment,the off-center reinforcement structure 12 is installed to the vehicle 10with the push arm assembly 70 installed to a driver's side of thevehicle 10 with the first and second structures 70 and 72 extendingrearward and laterally toward the passenger's side of the vehicle 10.However, it should be understood from the drawings and the descriptionherein that the off-center reinforcement structure 12 can be installedwith the push arm assembly 70 installed to the passenger's side of thevehicle 10, or, alternatively two of the off-center reinforcementstructures 12 can be incorporated into the vehicle 10 with one the pusharm assembly 70 being installed at each of the driver's side and thepassenger's side of the vehicle 10.

As shown in FIGS. 9-34, the push arm assembly 70 is coupled to the frame22 (the vehicle frame) proximate the intersection 66 of the first sidemember 30 and the first cross-member 34. The push arm assembly 70extends in a forward and laterally outboard direction from theintersection 66 of the first side member 30 and the first cross-member34. The push arm assembly 70 defines an angle α₁ relative to the firstportion 32 c of the first side member 30, as shown in FIGS. 9 and 10.The angle α₁ is between 25 and 45 degrees. In the depicted embodiment,the angle α₁ is approximately 35 degrees.

As shown in an exploded view in FIG. 12, the push arm assembly 70basically includes a main body 90, a front end plate 92, a energyabsorbing structure 94, a pivot bracket 96, a support bracket 98 and anattachment bracket 100.

The main body 90 is a hollow elongated beam element having a front end90 a and a rear end 90 b. The front end 90 a is shaped to conform thefront end plate 92 (described in greater detail below). Specifically,the front end 90 a has two portions that are angularly offset from oneanother in correspondence with the shape of the front end plate 92. Therear end 90 b of the main body 90 has offset end surfaces. Specifically,a lower portion 90 c of the rear end 90 b of the main body 90 extendsrearward and is formed with an angle α2 relative to a lengthwisedirection of the main body 90 and an upper portion 90 d is formed withan angle α3 relative to a lengthwise direction of the main body 90. Thepurpose of the lower portion 90 c and the upper portion 90 d is furtherunderstood in the description of the pivot bracket 98, described below.

The front end plate 92 of the push arm assembly 70 is fixedly attached(for example, welded) to the front end 90 a. The front end plate 92defines a front surface having a first section 92 a and a second section92 b. In other words, the first and second sections 92 a and 92 btogether define the front surface of the front end plate 92. The frontend plate 92 (and the front end 90 a of the main body 90 of the push armassembly 70) extends forward and laterally outward such that the frontsurface (both the first portion 92 a and the second portion 92 b) of thepush arm assembly 70 is located laterally outboard of and spaced apartfrom the front end 30 a of the first side member 30.

The second section 92 b of the front end plate 92 is located between thefirst section 92 a and the first side member 30. Further, the secondsection 92 b of the front end plate 92 is located inboard of the firstsection 92 a and extends forward of the first section 92 a. As shown inFIG. 9, the first section 92 a of the front end plate 92 extends in adirection perpendicular to a lengthwise direction of the vehicle frame22 in a non-impacted state, where the lengthwise direction is parallelthe longitudinal center line C_(L) of the vehicle 10. An obtuse angle α₄is defined between the first section 92 a and the second section 92 b ofthe push arm assembly 70 is between 110 and 135 degrees. As shown in theFIG. 9, the obtuse angle α₄ is defined between the first section 92 aand the second section 92 b of the front surface of the push arm is 125degrees.

As shown in FIG. 20, the rear end 90 a of the main body 90 is spacedapart from the intersection 66 of first side member 30 and the firstcross-member 34 defining a gap G therebetween. More specifically, themain body 90, the energy absorbing structure 94 and the pivot bracket 96are all spaced apart (non-contacting) from the intersection 66 of thefirst side member 30 and the first cross-member 34.

As shown by comparing FIG. 20 (with the energy absorbing structure 94and the pivot bracket 96 removed) and FIG. 24 (with the energy absorbingstructure 94 and the pivot bracket 96 installed), the rear end 90 a ofthe main body 90 is shaped to receive the energy absorbing structure 94and the pivot bracket 96. More specifically, the energy absorbingstructure 94 and the pivot bracket 96 are located within the gap G₁ withthe vehicle 10 in a non-impacted state, and are spaced apart from theintersection 66.

As shown in FIGS. 12, 20-22 and 34, the energy absorbing structure 94includes a plurality of cup-shaped members including a first cup-shapedmember 104, a second cup-shaped member 106 and a third cup-shaped member108. The first, second and third cup-shaped members 104, 106 and 108 canalso be U-shaped members that are nested within one another in a mannerdescribed below.

Specifically, at least the first and second cup-shaped members 104 and106 have similar conforming shapes. For instance, the first cup-shapedmember 104 has two side walls 104 a and 104 b, and an end wall 104 cthat extends between the two side walls 104 a and 104 b, therebydefining an overall U-shape as viewed in cross-section in FIGS. 20 and21. The second cup-shaped member 106 has two side walls 106 a and 106 b,and an end wall 106 c that extends between the two side walls 106 a and106 b, thereby also defining an overall U-shape. The third cup-shapedmember 108 is shown as a flat plate member in cross-section but can alsohave side walls (not shown).

The first, second and third cup-shaped members 104, 106 and 108 areattached to one another such that the end wall 104 c is spaced apartfrom the end wall 106 c, and the third cup-shaped member 108 is furtherspaced apart from the end walls 104 c and 106 c, as shown in FIGS. 20,21 and 22. Specifically, the side walls 104 a and 104 b of the firstcup-shaped member 104 are fixedly attached to the side walls 106 a and106 b of the second cup-shaped member 106 via welds W such the end walls104 c and 106 c are spaced apart from one another in the non-impactedstate. The third cup-shaped member 108 is fixed via welds W to innersurfaces of the side walls 106 a and 106 b within the second cup-shapedmember 106 such that the third cup-shaped member 108 being spaced apartfrom the end wall 106 c.

The pivot bracket 96 is attached to both the energy absorbing structure94 and the rear end 90 b of the main body 90 via welds W, as shown inFIG. 22. The pivot bracket 96 has an overall triangular shape and isdimensioned to contact the lower portion 90 c of the rear end 90 b ofthe main body 90 of the push arm assembly 70, and contact a lowersurface of the upper portion 90 d of the rear end 90 b of the main body90 of the push arm assembly 70. Specifically, as shown in FIG. 20, afirst edge 96 a of the pivot bracket 96 contacts an edge of the lowerportion 90 c of the rear end 90 b of the main body 90 of the push armassembly 70. As shown in FIG. 22, an upper surface 96 b of the pivotbracket 96 contacts the upper portion 90 d of the rear end 90 b of themain body 90 of the push arm assembly 70 and is welded thereto. Theupper surface 96 b also abuts the first cup-shaped member 104 of theenergy absorbing structure 94. The pivot bracket 96 also has a rearsurface 96 c within the gap G₁ that is spaced apart from theintersection 66 and from the first cross-member 34 in the non-impactedstate. However, as is explained in greater detail below, in response toan impact event, the rear surface 96 c can move into contact with thefirst cross-member 34.

As shown in FIG. 20 with the support bracket 98 removed, the rear end 90b of the main body 90, the energy absorbing structure 94 and the pivotbracket 96 are all spaced apart from the pivot bolt 54 and the firstsuspension structure 48 in the non-impacted state. As described ingreater detail below, the support bracket 98 is designed to be removablefrom the vehicle 10 in order to gain access to the pivot bolt 54 in theevent that steering adjustments or repairs are need to the frontsuspension structures of the vehicle 10.

Further, the pivot arm assembly 70, including the main body 90, thefront end plate 92, the energy absorbing structure 94 and the pivotbracket 96 can also be removed from the vehicle 10 for servicing andeasy access to mechanical components of the vehicle 10 that may becovered or partially covered by the pivot arm assembly 70.

As shown in FIGS. 9, 11, 13-15 and 18-19, the support bracket 98 isattached to the main body 90 of the push arm assembly 70 and firstcross-member 34 via removable mechanical fasteners F₁. The supportbracket 98 has a contoured shape. For example, an underside surface 98 aas viewed in FIGS. 10, 15, 18-19 and 23 gives the appearance that thesupport bracket 98 is generally flat. However, as shown in perspectiveviews in FIGS. 12-14, the support bracket 98 has a truncated U-shapewith side portions 98 b and 98 c that extend upward from the undersidesurface 98 a and extend along opposite sides of the rear end 90 b of themain body 90. The support bracket 98 has a front portion 98 d and a rearportion 98 e. The support bracket 98 is formed with two parallelelongated slots 98 s that extend from proximate the front portion 98 drearward toward the rear portion 98 e. The slots 98 s are angularlyoffset from the center line C_(L) of the vehicle 10. Specifically, theslots 98 s extend in directions that are parallel (or in alignment with)a lengthwise direction of the main body 90 of the push arm assembly 70.The support bracket 98 also includes two apertures 98 f.

The mechanical fasteners F₁ inserted through the slots 98 s and theapertures 98 f rigidly attach the support bracket 98 to the frame 22 andthe off-center impact reinforcement structure 12. Specifically, themechanical fasteners F₁ in the slots 98 s thread into a nut or threadedaperture formed in the main body 90 of the push arm assembly 70. Themechanical fasteners F₁ inserted through the apertures 98 f are threadedinto nuts or threaded apertures of the first cross-member 34 and/orthreaded apertures in a forward portion of the first structure 72. Byremoving the mechanical fasteners F₁, the support bracket 98 is held inplace covering the pivot bolt 54 of the first suspension structure 48,the energy absorbing structure 94 and the pivot bracket 96 of the pusharm assembly 70, as shown in FIGS. 9, 11, 15, and 23. However, with thesupport bracket 98 removed from the off-center impact reinforcementstructure 12, the pivot bolt 54 of the first suspension structure 48,the energy absorbing structure 94 and the pivot bracket 96 of the pusharm assembly 70 are exposed, as shown in FIGS. 20, 24 and 25.

As is described in greater detail below, in response to an off-centerimpact event the push arm assembly 70 can undergo limited rearwardmovement that is initially guided by movement of the mechanicalfasteners F₁ which are configured to slide along the length of theelongated slots 98 s. In other words, impact force pushing on the pusharm assembly 70 causes the main body 90 to move relative to the supportbracket 98 during initial stages of an impact event. The slots 98 s arespecifically configured to allow movement of the main body 90 withrespect to the support bracket 98, thereby absorbing impact energy, andcausing deformation of the energy absorbing structure 94, as describedin greater detail below. Further, since the connection between the mainbody 90 and the support bracket 98 allows for limited movement due tothe slots 98 s, the attachment of the support bracket 98 to the firstcross-member 34 has greater strength than the connection between thesupport bracket 98 and the push arm assembly 70.

As shown in FIGS. 10, 12-14 and 16-17, the attachment bracket 100extends upward from a mid-section 90 e of main body 90 of the push armassembly 70 to the first side member 30 at a location forward of theintersection 66 of the first side member 30 and the first cross-member34. In other words, the attachment bracket 100 extends downward from thefirst side member 30 to the upper surface of the main body 90 of thepush arm assembly 70.

Upper ends of the attachment bracket 100 can include hooks that areinserted into apertures of the first side member 30 during installation.Mechanical fasteners are then installed through separate apertures forfixedly attaching the attachment bracket 100 to the first side member30.

The attachment bracket 100 is also fixedly attached to the upper surfaceof the main body 90 of the push arm assembly 70. Consequently, the pusharm assembly 70 is supported such that the push arm assembly 70 islocated below the first side member 30. The attachment bracket 100 doesnot need to be a structural element of the off-center impactreinforcement structure 12. Rather, the attachment bracket 100 can bemade of a thin sheet metal material that supports the main body 90 ofthe push arm assembly 70 in a non-impacted state. However, in responseto an impact event, the attachment bracket 100 releases the push armassembly 70 in a manner described in greater detail below.

A description of the first structure 72 (a first diagonal structure) isnow provided with specific reference to FIGS. 9, 15, 19, 24 and 37-38.The first structure 72 extends from the first cross-member 34 rearwardto a mid-portion 36 a of the second cross-member located forward of thesecond structure 76. More specifically, the first structure 72 iscoupled to the first cross-member 34 at a location that is rearward ofand adjacent to, but inboard relative to the intersection 66 of thefirst cross-member 34 and the first side member 30. The first structure72 (also referred to as a diagonal structure) is neither parallel to norperpendicular to either the first cross-member 34 or the first sidemember 30. Rather, the first structure 72 extends at an oblique anglerearward from the first cross-member 34 to the mid-portion 36 a of thesecond cross-member 36.

The first structure 72 basically includes a hollow beam 112, and abracket 114. The hollow beam 112 has a front end 112 a with an end plate116 shaped to conform to an adjacent surface of the first cross-member34. However, the end plate 116 is spaced apart from the adjacent surfaceof the first cross-member 34 defining a gap G₂ therebetween, as shown inFIG. 24. The hollow beam 112 also has a rear end 112 b that is describedin greater detail below along with the second structure 76 and the gapmaintaining structure 78.

As shown in FIG. 38, associated with the first structure 72 are twosecondary members, the secondary reinforcement cross-member 74 and abracket 120.

As shown in FIGS. 9, 11, 34, 35, 37 and 38, the bracket 120 extends fromthe first cross-member 30 to the second cross-member 32. The bracket 120is positioned adjacent to the second side member 32. The secondaryreinforcement cross-member 74 extends from the hollow beam 112 to thebracket 120. The secondary reinforcement cross-member 74 is an optionalfeature that is parallel to the first cross-member 34. The secondaryreinforcement cross-member 74 is shaped to extend upward to a level thatis higher above the ground than both the first cross-member 34 and thesecond cross-member 36, as shown in FIG. 34. The secondary reinforcementcross-member 74 is positioned such that it extends immediately in frontof a power plant M of the vehicle 10. The power plant M can be aninternal combustion engine, such as a diesel or gasoline powered engine,a hybrid engine or an electric motor, depending upon the vehicle design.The secondary reinforcement cross-member 74 extends upward from bracket120 and the hollow beam 112 such that a central portion of the secondaryreinforcement cross-member 74 extends in front of the power plant M.During an impact event, the mass of the power plant M, due to the lawsof physics, will continue with forward momentum while the vehicle 10impacts the barrier B and forward movement of the vehicle 10 is reducedor stopped. The secondary reinforcement cross-member 74 can be contactedby the power plant M during the impact event, thereby limiting forwardmovement of the power plant M.

A description of the effects of an off-center impact event (a smalloverlap test) on the push arm assembly 70 of the off-center impactreinforcement structure 12 is now provided with specific reference toFIGS. 4-6 and 26-33. As described above, in an off-center impact event,for instance, during a small overlap test, the vehicle 10 is providedwith velocity and aimed to impact the fixed barrier B, as shown in FIG.4. In FIG. 5 as the vehicle 10 impacts the fixed barrier B and thevehicle 10 absorbs impact energy. The absorption of impact energyincludes distribution of the impact energy to various portions of theframe 22 via the features of the off-center impact reinforcementstructure 12. As the impact event progress, as shown in FIGS. 5 and 6,the off-center impact reinforcement structure 12 absorbs a portion ofthe impact energy and distributes the impact energy in a mannerdescribed below.

As shown in FIG. 26 the small overlap test is designed such that thevehicle 10 makes contact with the barrier B in the area of the front endplate 92 of the push arm assembly 70. Initially, impact energy isdirected diagonally (rearward and laterally) from the front end plate 92in the direction of the gap maintaining structure 78 (a cross-cardirection) as indicated by the large arrow superimposed over portions ofthe off-center impact reinforcement structure 12 in FIG. 26. The impactenergy of the small overlap test is such that the front end plate 92transmits impact force through the main body 90 causing the main body 90to move rearward resulting in the impact energy being directed rearwardand laterally, as shown in FIG. 27. Several impact absorbing changesoccur as the main body 90 moves rearward relative to the frame 22, asexplained further below. As shown in FIG. 27, the main body 90 begins torotate about the intersection 66 of the first side member 30 and thefirst cross-member 34. As also shown in FIG. 27, the impact force islargely directed in a vehicle lateral direction, as indicated by thelarge arrow superimposed over the push arm assembly 70 in FIG. 27. Therotation of the main body 90 causes at least a portion of the impactenergy from the small overlap test to push the vehicle 10 laterally awayfrom the barrier B. Further, as shown in FIG. 28, rotation of the mainbody 90 causes the main body 90 and the barrier B to press against afront wheel T of the vehicle 10, causing the front wheel T to contactthe stop structure 82, as is described in greater detail below. As shownin FIG. 28, once the front wheel T contacts the stop structure 80,impacting force is directed rearward and laterally (another cross-cardirection) as indicated by the large arrow superimposed over the frontwheel T. Further, as shown in FIG. 28, in the final stages of the impactevent, the push arm assembly 70, and in particular, the main body 90,has pivoted such that the main body 90 is parallel to or in alignmentwith the first cross-member 34.

As shown in FIG. 29-33, as the main body 90 is pushed rearward bycontact with the barrier B, the main body 90 slides rearward relative tothe support bracket 98, as shown in FIG. 33. In FIGS. 29-32 the supportbracket 98 is removed to show movement of the main body 90 andcompression of the energy absorbing structure 94. During the smalloverlap test, the support bracket 98 is installed. The support bracket98 is shown in phantom in FIG. 33. In the initial stages of the impactevent, impact force is such that the fasteners F₁ that attached the mainbody 90 to the support bracket 98, slide along the slots 98 e. The slots98 e are oriented and dimension to direct the rearward movement of themain body 90 in a direction toward the intersection 66 of the first sidemember 30 and the first cross-member 34. Hence, in the initial momentsof the impact event (the small overlap test), the main body 90 slidesrearward toward the intersection 66 as directed by the orientation ofthe slots 98 e.

As the main body 90 is urged to move toward the intersection 66, the gapG₁ between rear end 90 b of the main body and first cross-member 34 atthe intersection 66 begins to close, as shown in FIG. 30-33. As a resultof the closing of the gap G₁, the pivot bracket 96 contacts the firstcross-member 34 inboard of the intersection 66 providing the main body90 with a pivot point about which the front end plate 92 of the mainbody 90 begins to rotate rearward and laterally outboard away from thefirst side member 30. Once the main body 90 begins to pivot about thepivot bracket 96, the energy absorbing structure 94 absorbs a portion ofthe impact energy and is deformed, as shown in FIGS. 30-33. Thecup-shape of the first and second cup-shaped members 104 and 106 is suchthat contact with the bolt 54 securing the lower control arm 52 to thefirst side member 30 is avoided, thereby maintaining attachment betweenthe first side member 30 and the lower control arm 52. In other words,the shape and configuration of the elements that define the energyabsorbing structure 94 protect the bolt 54 and prevent the lower controlarm 52 from being released from the first side member 30 during theimpact event. As shown in the sequence depicted in FIGS. 30-33, theenergy absorbing structure 94 is configured such that in response to theimpact event of the small overlap test (the off-center impact event)against the front end plate 92 of the push arm assembly 70, the push armassembly 70 via the main body 90 imparts impact force to the energyabsorbing structure 94 pushing the energy absorbing structure 94 intocontact with the front suspension structure 48 such that the energyabsorbing structure 94 is deformed absorbing impact energy. Thedeformation of the energy absorbing structure 94 can take many forms.For example, the side walls 106 a and 106 b can deform and move awayfrom one another (diverging movement) or can deform and move toward oneanother (converging movement). It is also possible for one of the sidewalls 106 a and 106 b to move toward the other, while the other remainsunmoved. Further, one or both of the side walls 106 a and 106 b can beprovided with a notch or score-line (not shown) that encourages adirection of deformation during the impact event.

Further, the pivot bracket 96 is configured and positioned such that inresponse to the off-center impact event against the push arm assembly70, the main body 90 moves the pivot bracket 96 into contact with thefirst cross-member 34 and imparts impact force to the pivot bracket 96pushing the energy absorbing structure 94 into contact with the frontsuspension structure 48. Further, the push arm assembly 70 pivots aboutthe contact area between the pivot bracket 96 and the first cross-member34 providing a pivot point about which the front surface 92 a and 92 bof the push arm assembly 70 pivots.

As is described further below, impact energy is further transmittedthrough the first cross-member 34 to the first structure 72, the secondcross-member 36, through the gap maintaining structure 78 and thereafterto the second structure 76. Description of the further transmittedimpact force follows the description of the second structure 76, the gapmaintaining structure 78 and the bulkhead structure 80.

A description of the second structure 76, the gap maintaining structure78 and the bulkhead structure 80 is now provided with specific referenceto FIGS. 35-56. The second structure 76, the gap maintaining structure78 and the bulkhead structure 80 are inter-related structures andtherefore are describe together.

The second structure 76 is another diagonal structure that extends fromthe mid-portion 36 c of the second cross-member 36 to a portion of thesecond side member 32 adjacent to the body attachment flange 44 andrearward of the second cross-member 36, as shown in FIGS. 35 and 37. Thesecond structure 76 basically includes a beam 130 (FIGS. 39, 46, 51 and52), an end plate 132 (FIGS. 39 and 51), a rear attachment structure 134(FIGS. 46-50) and a secondary diagonal structure 136 (FIGS. 35 and 37).

The gap maintaining structure 78 includes an upper attachment bracket140, a first lower attachment bracket 142 and a second lower attachmentbracket 144.

The bulkhead structure 80 is defined relative to the second cross-member34, which includes an upper portion 150 and a lower portion 152. Thebulkhead structure 80 includes a first reinforcement bracket 154 and asecond reinforcement bracket 156 that are installed to a hollow interiorof the second cross-section member 34 between the upper portion 150 andthe lower portion 152, as described below.

As shown in FIGS. 39, 46, 51 and 52, the beam 130 of the secondstructure 76 has a forward end 130 a and a rearward end 130 b. An upperwall of the forward end 130 a of the beam 130 includes a first slot 130c and a second slot 130 d shown in FIG. 52. The first and second slots130 c and 130 d are aligned with one another and are configured toreceive mechanical fasteners extending from the upper attachment bracket140, as is described in greater detail below. The end plate 132 isfixedly attached to the rearward end 130 b of the beam 130 by, forexample, welding techniques. The end plate 132, as shown in FIGS. 39 and51, has two surfaces, with the surface 132 a extending in a vehiclelongitudinal direction parallel to the center line C_(L) of the vehicle10. A description of the end plate 132 and its relationship to the rearattachment structure 134 is provided below. A description of thesecondary diagonal structure 136 is included after a description of thebulkhead structure 80, the gap maintaining structure 78 and the rearattachment structure 134.

As shown removed from the frame 22 in FIGS. 42 and 44, the secondcross-member 36 includes the upper portion 150 and the lower portion152. The upper portion 150 includes a reinforcement 150 a that is weldedto outer surfaces of the upper portion 150. The lower portion 152 has afirst upright wall 152 a, a horizontal wall 152 b and a second uprightwall 152 c, as shown in FIG. 44. The first and second upright walls 152a and 152 c are parallel to one another with a recessed area beingdefined between them above the horizontal wall 152 b, as shown in FIG.44.

The first reinforcement bracket 154 has a first upright portion 154 a, afirst horizontal portion 154 b and a second upright portion 154 c thattogether define the plurality of surface sections perpendicular to thefirst upright wall 152 a and the second upright wall 152 c. The secondreinforcement bracket 156 defines a third upright portion 156 a and asecond horizontal portion 156 b that installed within the recess orhollow area of the lower portion 152 of the second cross-member 36. Thethird upright portion 156 a and the second horizontal portion 156 b bothdefine additional surface sections perpendicular to the first uprightwall 152 a and the second upright wall 152 c of the second cross-member36.

The first reinforcement bracket 154 of the bulkhead structure 80 iswelded within the recessed area of the lower portion 150 via welds W.The second reinforcement bracket 156 is welded to the lower portion 152with the recessed area and is further welded to an upper surface of thefirst reinforcement bracket 154. After the first and secondreinforcement brackets 154 and 156 are welded in place, the upperportion 150 is welded to the lower portion 152 thereby completing thesecond cross-member 36. In the completed second cross-member 36, thebulkhead structure 80 is installed within a hollow interior of thesecond cross-member 34 between the upper portion 150 and the lowerportion 152.

Thereafter, the second cross-member 36 can be installed to the first andsecond side member 30 and 32 and held in place by fasteners (not shown).As discussed further below, the bulkhead structure 80 reinforces thesecond cross-member 36 such that in response to an impact event, thesecond cross-member 36 resists being crushed or deforming. Impact forceson one side of second cross-member 36 in FIG. 44, will be firsttransmitted through reinforcement brackets 154 and 156 and thentransmitted to the other side of second cross-member 36. Reinforcementbrackets 154 and 156 transmit a column load from one side of secondcross-member 36 to the other side of second cross-member 36 and improvethe strength of second cross-member 36.

As shown in FIG. 36, the upper attachment bracket 140 of the gapmaintaining structure 78 is welded to an upper surface 36 b of thesecond cross-member 36. As is discussed further below, the welds W thatfix the upper attachment bracket 140 to the second cross-member 36 canbe tuned to have a predetermined level of strength. Specifically, duringnormal operating conditions of the vehicle 10, the welds W fixing theupper attachment bracket 140 to the second cross-member 36 have morethan enough strength to retain the upper attachment bracket 140 inposition. The upper attachment bracket 140 extends rearward away fromthe second cross-member 36. However, during an impact event, whereimpact forces acting on the first structure 72 are transmitted to thesecond cross-member 36 (as described further below) the welds W betweenthe upper attachment bracket 140 to the second cross-member 36 can betuned to release the upper attachment bracket 140 from the secondcross-member 36. One method of tuning the strength of welds W is toalter the overall length of one or more of the welds W.

As shown in FIG. 36, the upper attachment bracket 140 of the gapmaintaining structure 78 includes recessed areas 140 a and 140 b. Therecessed area 140 a is dimensioned and configured to receive the forwardend 130 a of the beam 130 of the second structure 76 and the recessedarea 140 b is dimensioned and configured to receive a forward end of thesecondary diagonal structure 136, as described further below. It shouldbe understood from the drawings that FIG. 36 shows an upper surface ofthe upper attachment bracket 140, and that the recessed areas 140 a and140 b define concaved areas of an underside surface of the upperattachment bracket 140 that is not visible in FIG. 36. Rather, FIG. 36shows convex areas corresponding to the recessed areas 140 a and 140 b.

FIG. 53 shows a lower surface of the upper attachment bracket 140extending rearward from the second cross-member 36. The secondarydiagonal structure 136 is installed to the upper attachment bracket 140within the recessed area 140 b. The recessed area 140 a is visible inFIG. 52. Fasteners F₂ are installed to threaded the upper attachmentbracket 140 in order to receive the forward end 130 a of the beam 130 ofthe second structure 76.

The welds W that fix the upper attachment bracket 140 to the secondcross-member 36 are provided with a first shear strength. The mechanicalfasteners F₂ are provided with a second shear strength stronger than thefirst shear strength such that in response to the off-center impactevent, the welds W release the upper attachment bracket 140 from thesecond cross-member 36 with the upper attachment bracket 140 remainingabove the second cross-member 36 supporting the second structure 76thereby limiting vertical movement of the second structure 76 relativeto the second cross-member 36.

The first lower attachment bracket 142 of the gap maintaining structure78 is shown removed from the vehicle 10 in FIGS. 40 and 41. The firstlower attachment bracket 142 includes a U-shaped portion 142 a, a firstangled portion 142 b and a second angled portion 142 c. As shown in FIG.40, the U-shaped portion 142 a, the first angled portion 142 b and thesecond angled portion 142 c are welded together. The U-shaped portion142 a defines a recessed area that receives the rear end 112 b of thehollow beam 112, as shown in FIGS. 35 and 36.

The second lower attachment bracket 144 is attached to the mid portion36 a of the second cross-member 36 via mechanical fasteners (not shown)or welding techniques. The second lower attachment bracket 144 has sidewalls 144 a and 144 b that contact opposite lateral sides of the hollowbeam 112 of the first structure 72, as shown in FIGS. 37 and 38.

With the off-center impact reinforcement structure 12 installed to theframe 22 in the non-impacted state, there are several gaps maintainedbetween the various elements of the first structure 72, the secondcross-member 36 and the second structure 74. Specifically, as shown inFIG. 36 (in phantom) a gap G₃ is defined between the rear end 112 b andan adjacent front surface of the second cross-member 36. Further, a gapG₄ is defined between a rear surface of the second cross-member 36 and aforward end 130 a of the beam 130 of the second structure 76. Also, agap G₅ is defined between a side surface of the beam 130 of the secondstructure 76 and a front end of the secondary diagonal structure 136.

The gaps G₃, G₄ and G₅ are maintained during normal operation of thevehicle 10 in the non-impacted state by the gap maintaining structure78. Specifically, the rear end 112 b of the hollow beam 112 isrestricted against lateral movement being confined between the sidewalls 144 a and 144 b of the second lower attachment bracket 144.Further, movement of the rear end 112 b of the hollow beam 112 is alsolimited by engagement with the recessed area defined by the U-shapedportion 142 a of the first lower attachment bracket 142. Thus, the gapG₃ is maintained between the second cross-member 36 and the rear end 112b of the hollow beam 112.

It should be understood from the drawings and the description hereinthat the rear end 112 b of the hollow beam 112 can be welded to thesecond lower attachment bracket 144 or can be fixed thereto viamechanical fasteners. Alternatively, the hollow beam 112 can merely beretained in place by contact with the second lower attachment bracketand the first lower attachment bracket 142. In the depicted embodiment,the rear end 112 b of the hollow beam 112 is not fixed to the firstlower attachment bracket 142, but rather is configured to move relativeto the first lower attachment bracket 142 during an impact event, as isdescribed further below.

The gap G₄ is maintained via a connection between the upper attachmentbracket 140 and the forward end 130 a of the beam 130. Specifically, theslots 130 c and 130 d are fitted to the fasteners F₂ of the upperattachment bracket 140, as shown in phantom in FIG. 36. The fasteners F₂of the upper attachment bracket 140 are also shown in FIGS. 39 and 53.The slots 130 c and 130 d are elongated, as shown in FIGS. 36 and 52.Therefore, once the beam 130 is slid on to the fasteners F₂, and movedto the position shown in FIG. 16, the beam 130 is able to undergosliding movement relative to the upper attachment bracket 140. However,contact between the fasteners F₂, and the beam 130 prevents or limitsvertical movement of the beam 130 during normal operation of the vehicle10. As shown in FIGS. 51 and 54, the beam 130 additionally includes alarge slot 130 e and an aperture 130 f. As shown in FIG. 54, once thebeam 130 is slid on to the Fasteners F₂, the fasteners F₂ can beaccessed by tools via the slot 130 e and the aperture 130 f andtightened to secure the beam 130 to the upper attachment bracket 140.

It should be understood from the drawings and the description herein,that each of the upper attachment bracket 140, the first lowerattachment bracket 142 and the second lower attachment bracket 144includes a recess or recessed area that retains a beam member of one ofthe first structure 72 and the second structure 76 in the non-impactedstate. Further, the recess or recessed area of each of the upperattachment bracket 140, the first lower attachment bracket 142 and thesecond lower attachment bracket 144 guides movement of the correspondingbeam member of one of the first structure 72 and the second structure 76in response to an impact event, as is described in further below.

The secondary diagonal structure 136 is a hollow beam member, as shownin FIGS. 35 and 55. The forward end of the secondary diagonal structure136 is attached to the upper attachment bracket 140 via two of thefasteners F₂. The rearward end of the secondary diagonal structure 136includes and end plate 136 a welded in place to the secondary diagonalstructure 136. The rearward end of the secondary diagonal structure 136is coupled to the first side member 30 in a manner consistent with theattachment of the beam 130 to the second side member 32. Description ofthe attachment structure fixing of the rearward end of the secondarydiagonal structure 136 to the first side member 30 is provided belowwith a description of the rear attachment structure 134.

The rear attachment structure 134 includes structural members thatcouple the rearward end 130 b of the beam 130 to the second side member32. Specifically, the rear attachment structure 134 includes a firstbracket 160, a second bracket 162 and a stopper bracket 164. Thesecondary diagonal structure 136 is coupled to the first side member 30using structures that are identical, except that they are mirror imagesthereof. Therefore, the description below of the coupling between thebeam 130 to the second side member 32 (FIGS. 46-50) applies equally tothe coupling of the secondary diagonal structure 136 to the first sidemember 30 (FIGS. 55 and 56). More specifically, the shape andinstallation of the first bracket 160, the second bracket 162 and thestopper bracket 164 to the second side member 32 also applies toinstallation to the first side member 30, except that the coupling tothe first side member 30 is applied to the secondary diagonal structure136.

As shown in FIGS. 35 and 46-50, the first bracket 160 is welded to anunderside surface of the second side member 32. The second bracket 162is welded to an inboard side surface of the second side member 32, withthe stopper bracket 164 welded within a recess defined within the secondbracket 162. As shown in FIGS. 46 and 47 (and FIG. 55 with respect tothe secondary diagonal structure 136), the rearward end 130 b of thebeam 130 extends into a pocket defined between the first bracket 160 andthe second bracket 162. Further, the beam 130 can be fixed to the secondbracket by mechanical fasteners (not shown) or by welds (not shown) thatare tuned to release the beam 130 in response to an impact event. Hence,the beam 130 is prevented from lateral, vertical and horizontal movementin the non-impacted state. A gap G₆ is maintained between the surface132 a of the end plate 132 of the beam 130 and the stopper bracket 164in the non-impacted state. However, as described below, in response toan impact event, the gap G₆ can be closed bringing the surface 132 a ofend plate 132 of the beam 130 into contact with the stopper bracket 164.

As shown in FIG. 35, when fully installed in the non-impacted state, thebeam 130 of the second structure 76 defines an angle as relative to thesecond cross-member 36 that is between 35 and 60 degrees. In thedepicted embodiment, the an angle as is between 40 and 50 degrees, andis preferably approximately 45 degrees.

A description is now provided of the stop structure 82 with specificreference to FIGS. 35 and 57-59. As shown in FIGS. 35 and 57, the stopstructure 82 is installed to the first side member 30 adjacent to (butforward of) the third cross-member 38. The stop structure 82 is alsorigidly fixed to the body attachment flange 44.

As shown in FIG. 58, the stop structure 82 (a tire catcher) basicallyincludes a lower plate 170, an upper plate 172, a reinforcement plate174 (a mid-plate) and an outer plate 176 (a main plate). As shown inFIG. 58, the lower plate 170, the upper plate 172 and the reinforcementplate 174 are all horizontally oriented and are spaced apart from oneanother. The lower plate 170 defines a bottom of the stop structure 82and the upper plate 172 defines a top of the stop structure 82. Thereinforcement plate 174 is located between the upper plate 172 and thelower plate 170.

The outer plate 176 has first section 176 a attached to the first sidemember 30, a second section 176 b defining a stop surface and a thirdsection 176 c that wraps around the lower plate 170, the upper plate 172and the reinforcement plate 174 forming a box-like structure, with thereinforcement plate 174 being concealed by the outer plate 176 orenclosed within the outer plate 176. The outer plate 176 is verticallyoriented and the lower plate 170, the upper plate 172 and thereinforcement plate 174 are generally horizontally oriented in thenon-impacted state. The plates of the stop structure 82 are welded toone another and welded to the first side member 30.

As shown in FIG. 35, at least the third section 176 c of the outer plate176 is rigidly attached to the body attachment flange 44 (a cabinattachment flange) via, for example, welding techniques.

As shown in FIG. 35, the second section 176 b (the stop surface) is aforward facing surface. The second section 176 b (the stop surface) ofthe stop structure 82 defines an angle as relative to a vehiclelongitudinal direction that is between 110 and 130 degrees. In thedepicted embodiment, the angle α₅ is approximately 120 degrees. Theangle as is selected such that in response to an off-center impact eventthat directs an impacting force to a front surface area of the frontwheel T, the front wheel T pivots relative to the wheel supportstructure 48 and moves a rear surface area of the front wheel T intocontact with the second section 176 (the stop surface) with the stopstructure 82 absorbing at least a portion of the impacting forcerestricting further pivoting movement of the front wheel T, as shown inFIG. 59.

A further description of the effects of the off-center impact event (thesmall overlap test) on the push arm assembly 70 of the off-center impactreinforcement structure 12 is now provided with reference to alldrawings.

As the push arm assembly 70 is being impacted, the gap G₁ between themain body 90 of the push arm assembly 70 closes causing the pivotbracket 96 to move into contact with the first cross-member 32, andcollapsing the energy absorbing structure 94. The first cross-member 32can undergo some deformation thereby closing the gap G₂ between thefirst cross-member 32 and hollow beam 112 of the first structure 72.Impact forces transmitted through the hollow beam 112 of the firststructure 72 cause the end plate 116 at the rear end 112 b of the hollowbeam 112 to move toward the second cross-member 36, thereby closing thegap G₃.

The hollow beam 112 is guided to move toward the second cross-member 36during the impact event due to the recessed areas of the first andsecond lower attachment brackets 142 and 144. Specifically, the firstand second lower attachment brackets 142 and 144 being rigidly fixed tothe second cross-member 36 and having the U-shaped portion 142 a and theside walls 144 a and 144 b, limit or prevent lateral in an inboard oroutboard direction, and further limit or prevent vertical movement ofthe hollow beam 112 relative to the second cross-member 36. Therefore,impact forces close the gap G₃ thereby directing the impact forceagainst the second cross-member 36.

Once the gap G₃ closes, the impact force is thereafter transmitted fromthe hollow beam 112 to the second cross-member 36. Within the secondcross-member 36, the bulkhead structure 80 limits and/or prevents thesecond cross-member 36 from collapsing, although the second cross-member36 can undergo limited overall bending deformation. Consequently, thesecond cross-member 36 bends such that force is transmitted through thesecond cross-member 36 via the upper attachment bracket 140.

Rearward movement of the second cross-member 36 and the upper attachmentbracket 140 subsequently can do two things. First, the linearly alignedfirst and second slots 130 c and 130 d allow the beam 130 to sliderelative to the fasteners F₂ that are fixed to the upper attachmentbracket 140, thereby closing the gap G₄. Second, the welds W fixing theupper attachment bracket 140 to the second cross-member 36 can releasethe upper attachment bracket 140 from fixed attachment to the secondcross-member 36. Since the upper attachment bracket 140 remains abovethe second cross-member 36 even after release by the welds W, the upperattachment bracket 140 can undergo some lateral movement relative to thesecond cross-member 36. However, the upper attachment bracket 140prevents downward movement of the beam 130 since the fasteners F₂ remainfixed to the upper attachment bracket 140 and to the beam 130. Further,the gap G₁ defined between the beam 130 of the second structure 76 andthe front end of the secondary diagonal structure 136 can also close.

Next, impact forces are transferred from the second cross-member 36 tothe beam 130 and optionally to the secondary diagonal structure 136.Each of the beam 130 and the secondary diagonal structure 136 canundergo limited rearward movement due to the gap G₆ between the surface132 a of the end plate 132 of the beam 130 and the stopper bracket 164.Specifically, sliding movement of the beam 130 relative to the first andsecond brackets 160 and 162 causes the gap G₆ to close such that impactenergy is transmitted from the beam 130 through the stopper bracket 164and to the second side member 32. Similarly, the secondary diagonalstructure 136 can transmit some of the impact energy to the first sidemember 30.

Further, during the impact event as impact forces from the stationarybarrier B act on the push arm assembly 70, the impact forces also act onthe front wheel T causing deformation of at least one of the first sidemember 30, the front suspension structure 48 and/or the lower controlarm 52. The force acting on the front wheel T urge the front wheel Tinto contact with the stop structure 82.

The various movements of the components of the off-center impactreinforcement structure 12 have the effect of distributing the impactforces of the impact event throughout the frame 22 of the vehicle 10.The off-center impact reinforcement structure 12 also causes the vehicle10 to move laterally away from the fixed barrier B during the impactevent.

The various features of the vehicle 10, other than the off-center impactreinforcement structure 12 are conventional components that are wellknown in the art. Since such components are well known in the art, thesestructures will not be discussed or illustrated in detail herein.Rather, it will be apparent to those skilled in the art from thisdisclosure that the components can be any type of structure and/orprogramming that can be used to carry out the present invention.

GENERAL INTERPRETATION OF TERMS

In understanding the scope of the present invention, the term“comprising” and its derivatives, as used herein, are intended to beopen ended terms that specify the presence of the stated features,elements, components, groups, integers, and/or steps, but do not excludethe presence of other unstated features, elements, components, groups,integers and/or steps. The foregoing also applies to words havingsimilar meanings such as the terms, “including”, “having” and theirderivatives. Also, the terms “part,” “section,” “portion,” “member” or“element” when used in the singular can have the dual meaning of asingle part or a plurality of parts. Also as used herein to describe theabove embodiment(s), the following directional terms “forward”,“rearward”, “above”, “downward”, “vertical”, “horizontal”, “below” and“transverse” as well as any other similar directional terms refer tothose directions of a vehicle equipped with the vehicle structure.Accordingly, these terms, as utilized to describe the present inventionshould be interpreted relative to a vehicle equipped with the vehiclestructure.

The term “configured” as used herein to describe a component, section orpart of a device includes structure that is constructed to carry out thedesired function.

The terms of degree such as “substantially”, “about” and “approximately”as used herein mean a reasonable amount of deviation of the modifiedterm such that the end result is not significantly changed.

While only selected embodiments have been chosen to illustrate thepresent invention, it will be apparent to those skilled in the art fromthis disclosure that various changes and modifications can be madeherein without departing from the scope of the invention as defined inthe appended claims. For example, the size, shape, location ororientation of the various components can be changed as needed and/ordesired. Components that are shown directly connected or contacting eachother can have intermediate structures disposed between them. Thefunctions of one element can be performed by two, and vice versa. Thestructures and functions of one embodiment can be adopted in anotherembodiment. It is not necessary for all advantages to be present in aparticular embodiment at the same time. Every feature which is uniquefrom the prior art, alone or in combination with other features, alsoshould be considered a separate description of further inventions by theapplicant, including the structural and/or functional concepts embodiedby such feature(s). Thus, the foregoing descriptions of the embodimentsaccording to the present invention are provided for illustration only,and not for the purpose of limiting the invention as defined by theappended claims and their equivalents.

What is claimed is:
 1. A vehicle structure comprising: a vehicle frameincluding a first side member having a front end and extends rearwardfrom the front end; a front suspension structure coupled to the firstside member rearward of the front end of the first side member; a pusharm coupled to the first side member, a rear surface of the push armbeing located adjacent to and spaced apart from the front suspensionstructure defining a gap therebetween, a front surface of the push armbeing spaced apart from and located laterally outboard of the front endof the first side member; and an energy absorbing structure attached tothe rear surface of the push arm and positioned within the gap, theenergy absorbing structure being spaced apart from the front suspensionstructure in a non-impacted state such that in response to an off-centerimpact event against the front surface of the push arm, the push armimparts impact force to the energy absorbing structure pushing theenergy absorbing structure into contact with the front suspensionstructure.
 2. The vehicle structure according to claim 1, wherein thepush arm is coupled to the front side member in the non-impacted statevia an attachment bracket having a first end and a second end, the firstend being fixed to the front side member at a location forward of thefront suspension structure and rearward of the front end of the firstside member, the second end being fixed to the push arm at a mid-portionof the push arm.
 3. The vehicle structure according to claim 2, whereinthe front surface of the push arm is lower than the front side member asviewed from a lateral side of the vehicle frame, with the first end ofthe attachment bracket being an upper end thereof and the second endbeing a lower end thereof.
 4. The vehicle structure according to claim2, wherein the first side member of the vehicle frame includes at leastone body attachment flange with the first end of the attachment bracketbeing attached to the first side member below the at least one bodyattachment flange.
 5. The vehicle structure according to claim 2,wherein the vehicle frame is a rigid, strong structure configured towithstand heavy duty usage, and the attachment bracket is made of a thinsheet metal material configured to support the push arm assembly in anon-impacted state and further configured to release the push arm inresponse to an impact event.
 6. The vehicle structure according to claim1, wherein the energy absorbing structure includes a first cup-shapedmember having two side walls and an end wall extending between the twoside walls defining overall U-shape viewed in cross-section.
 7. Thevehicle structure according to claim 6, wherein the energy absorbingstructure further includes a second cup-shaped member that also includestwo side walls and an end wall extending between the two side wallsdefining overall U-shape viewed in cross-section, the two side walls ofthe first cup-shaped member being fixedly attached to the side walls ofthe second cup-shaped member such the respective end walls of the firstand second cup-shaped members are spaced apart from one another and arespaced apart from the front suspension structure in the non-impactedstate.
 8. The vehicle structure according to claim 7, wherein the energyabsorbing structure further includes a third cup-shaped member fixedlyattached to the two side walls of the second cup-shaped member, thethird cup-shaped member being spaced apart from the end wall of thesecond cup-shaped member in the non-impacted state.
 9. The vehiclestructure according to claim 8, wherein the first and second cup-shapedmembers are welded to one another and the second and third cup-shapedmembers are welded to one another.
 10. The vehicle structure accordingto claim 9, wherein the energy absorbing structure further includes apivot bracket that is welded to the rear surface of the push arm andwelded to the first cup-shaped member, the pivot bracket being spacedapart from the front suspension structure in the non-impacted state. 11.The vehicle structure according to claim 10, wherein the pivot bracketis configured and positioned such that in response to the off-centerimpact event against the front surface of the push arm, the push armmoves the pivot bracket into contact with the first cross-member andimparts impact force to the pivot bracket pushing the energy absorbingstructure into contact with the front suspension structure such that thepush arm pivots about a contact area between the pivot bracket and thefront suspension structure pivoting the front surface of the push arm ina rearward direction.
 12. The vehicle structure according to claim 11,wherein the energy absorbing structure, the pivot bracket and the pusharm are removably supported to the vehicle frame.
 13. The vehiclestructure according to claim 12, wherein the front suspension structureincludes a pair of support gussets that extend laterally outwardrelative to the first side member, the pair of support gussets beingconfigured to receive a pivot bolt that supports a control arm of avehicle suspension assembly such that the control arm pivots about thepivot bolt, and the energy absorbing structure being spaced apart fromthe support gussets in the non-impacted state at least partiallyconcealing and restricting access to the pivot bolt.
 14. The vehiclestructure according to claim 13, wherein the energy absorbing structureand the push arm are removably supported to the vehicle frame such thatwhen the energy absorbing structure is removed from the vehicle framethe pivot bolt is exposed.
 15. A vehicle structure comprising: a vehicleframe including a first side member having a front end and extendsrearward from the front end; a push arm coupled to the first sidemember, a rear surface of the push arm being located adjacent to andspaced apart from a portion of the vehicle frame defining a gaptherebetween, a front surface of the push arm being spaced apart fromand located laterally outboard of the front end of the first sidemember; an attachment bracket having a first end attached to the frontside member at a location rearward of the front end and forward of therear surface of the push arm and a second end attached a mid-portion ofthe push arm; and an energy absorbing structure attached to the rearsurface of the push arm and positioned within the gap, the energyabsorbing structure being spaced apart from a portion of the vehicleframe in a non-impacted state such that in response to an off-centerimpact event against the front surface of the push arm, the push armimparts impact force to the energy absorbing structure pushing theenergy absorbing structure into contact the portion of the vehicleframe.
 16. The vehicle structure according to claim 15, wherein thefront surface of the push arm is lower than the front side member asviewed from a lateral side of the vehicle frame with the first end ofthe attachment bracket being an upper end thereof and the second endbeing a lower end thereof.
 17. The vehicle structure according to claim16, wherein the first side member of the vehicle frame includes at leastone body attachment flange with the first end of the attachment bracketbeing attached to the first side member below the at least one bodyattachment flange.
 18. The vehicle structure according to claim 17,wherein the vehicle frame is a rigid, strong structure configured towithstand heavy duty usage, and the attachment bracket is made of a thinsheet metal material configured to support the push arm assembly in thenon-impacted state and further configured to release the push arm inresponse to an impact event.
 19. The vehicle structure according toclaim 18, wherein the vehicle frame includes a front suspensionstructure attached to the first side member at a location adjacent tothe rear surface of the push arm, and a pivot bracket that is fixed tothe rear surface of the push arm and the energy absorbing structure, thepivot bracket being spaced apart from the front suspension structure inthe non-impacted state.
 20. The vehicle structure according to claim 19,wherein the pivot bracket is configured and positioned such that inresponse to the off-center impact event against the front surface of thepush arm, the push arm moves the pivot bracket into contact with thefirst cross-member and imparts impact force to the pivot bracket pushingthe energy absorbing structure into contact with the front suspensionstructure such that the push arm pivots about a contact area between thepivot bracket and the front suspension structure pivoting the frontsurface of the push arm in a rearward direction.